AIR SYSTEM

ELECTRONICALLY CONTROLLED AIR

SUSPENSION SYSTEM (ECAS)

General

In this section the electronically controlled air suspension

systems which are used on BELDE 260 SLF series
vehicles have been described. The operation of this system
and removal, installation, revision and adjustment of the
units have been explained.

Benefits of air suspension systems

1. By adjusting the bellows pressure as a ratio of the load

carried, the distance between the road surface and the
vehicle's superstructure will always be the same. This
means that not only is the boarding or loading level
constant, but also the headlight setting.

2. Due to the adjusting pressure in the bellows, spring

comfort is not subject to any major changes, regardless
of the load carried. The passenger on a motor coach
will always perceive the sane pleasant type of
oscillation. Sensitive loads are carried without any
major damage. An empty or partially laden vehicle
will no longer "jump".

3. Both steering stability and the transmission of brake

forces are improved since tire-road adhesion is always
achieved for all wheels.

4. The pressure in the air suspension bellows which is

dependent on the load carried is also ideal for
controlling load -sensitive braking (ALB).

5. Protects the road surface.

In an air suspension system, the equipment for air

compression, for the storage of compressed air and for
pneumatic control must form a unit with the wheel
suspension and other elements.

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Introduction

The letter ECAS stand for

Electronically
Controlled
Air
Suspension

ECAS is an Electronic Controlled Air Suspension system

for vehicles and includes a large number of functions. The
conventional system has been significantly enhanced
through the use of an Electronic Control Unit (ECU);

 Reduction of air consumed whilst the vehicle is

moving.
 It is possible to maintain different levels (e.g. ramp
operation) by means of automatic readjustment.
 In the case of complex systems, installation is easier.
 Additional functions such as traction help,
programmable vehicle levels, tire deflection
compensator, overload protection and automatic lifting
axle control can easily be integrated.
 Due to large valve diameters, pressurising and venting
processes are accelerated.
 Easy operation and max safety for those operation the
system due to one single control unit.
 Highly flexible system due
 to the fact that electronics can be programmed via
operating parameters.
 Clear -cut safety concept and diagnostic facility.

With conventional air suspension systems, the valve which

measures the height also controls the air bellows, where as
ECAS achieves control by means of an electronic control
unit (ECU) actuating the air bellows via solenoid valves,
using information received from sensor.
The ECU not only controls the normal height of the
vehicle, it also, via the remote control unit, permits control
of the other functions which, in conventional air
suspension systems, require additional valves such as
height adjustment valves and height limiting valves.
Over that, a large number of additional system functions
are available.

System Functions
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Below we shall describe the features which can be

implemented with ECAS. However, do remember that not
every system contains all of these features. The system
configuration and particularly all parameter settings are
the responsibility of the respective vehicle manufacturers
and may never be changed without their consent. The
functions of ECAS are described below.

lndex Level Control

This is the basic ECAS function. By constantly comparing

the readings supplied by the height sensors with the index
levels stored in the ECU, ECAS is aware of the current
level of the vehicle at all times. As soon as there are any
deviations exceeding a certain tolerance band, solenoid
valves are activated, and by increasing or decreasing the
pressure in the air suspension bellows the actual level is
adjusted to the index level.
Other than with conventional air suspension systems, not
only the vehicle's normal level but also any other pre-
selected level is controlled. This means that any pre-set
level will be maintained regardless of the number of
passengers getting on or off the bus.
If the level changes significantly, the solenoid valves are
pulsed depending on the raising speed and the distance
from the normal level just before that normal level is
reached in order to prevent overshooting.
All control processes can occur simultaneously on the
front and rear axles.

Normal Levels I / II

By Normal Level I we mean the level set by the vehicle

manufacturers for normal driving operation. This normal
level determines spring comfort, driving safety and the
height of the superstructure in keeping with the applicable
legislation.
Normal Level II is a level which is different from the
standard normal level which takes into account specific
driving conditions. This Normal Level II is defined in the
ECU by means of a set value (parameter). A switch is used
to select either Normal Level I or Normal Level II.
For safety reasons this normal level can be controlled
automatically once the vehicle exceeds a certain speed
(e.g. 20 k.p.h.) whilst the previous level is used once the
vehicle's speed falls below that value.

Manual Level Adjustment Using A Switch/Push-

Button

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 AIR SYSTEM
In certain circumstances it may be necessary to set a level
other than Normal Levels I or II. For raising or lowering
the vehicle, switches can be used. When they are pushed,
the bus is raised or lowered above the axles selected by a
pre-select switch.

Limited Height

The electronics will automatically end any height

adjustment once programmed (calibrated) values for the
upper or lower final positions have been reached.

Kneeling

Kneeling is a special function for buses. The term kneeling

means lowering of the bus to make getting on or off the
bus easier for the passengers. Depending on the
parameters set in the electronic control unit, this can be
achieved on the whole of one side, on one wheel, or on the
axle with a height sensor (usually the front axle). ECAS
also permits the position of the door to be taken into
account and to secure the lowering process by means of a
contact strip below the doors which is monitored by
ECAS. If that contact strip responds during a kneeling
process, the bus will return to its normal level.
Depending on the electrical circuitry and the parameters
set in the electronic control unit, many different types of
actuation are possible for the kneeling function.

Monitoring Supply Pressure

Kneeling is possible only in certain circumstances. One of

these is that the existing supply pressure must be sufficient
to subsequently return a lowered and fully laden vehicle to
its normal level. If the supply pressure has dropped below
a certain level monitored by a pressure switch, ECAS does
not permit kneeling.

Legal Requirements

1. Range of Application

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These guidelines apply to motor buses fitted with power
mounting aids.

2. Definition of Terms

2.2 Kneeling System

For the purpose of these guidelines, a kneeling system is a

facility for lowering and raising the superstructure of
motor buses.

3. Requirements

3.2 Kneeling System

3.2.1 Actuation

To activate a kneeling system, an additional lockable

actuating mechanism is required.

3.2.2 Types of Actuation

It must be possible to manually or automatically control

the raising and lowering process of the vehicle's
superstructure.

Manual Actuating Mechanisms

The manual actuating mechanism for the lowering process

must be such that as it is released during the towering
process, it will return automatically to its zero position, in
this process, the lowering motion must be stopped
immediately and reversed into a raising motion.
Any renewed lowering process must be possible only from
the normal position (position when the vehicle is in
motion) of the vehicle superstructure.

Automatic Control

If automatic control has been provided, it must be possible

for the driver to stop the lowering process and to reverse
this into a raising process by actuating an emergency
switch within easy reach.
Any renewed commencement of the lowering process
must be possible only from the normal position (position
when the vehicle is in motion) of the vehicle's
superstructure.

3.2.3 Lowering of the Vehicle Body

The lowering process may be commenced only when the

doors are closed. it may take place only at vehicle speeds
below 5 k.p.h.
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 AIR SYSTEM
The lowering process must essentially (at least 80% of
travel) be ended before the passenger doors are fully
opened.
It must be ensured that the motor bus cannot move off
while lowered.

3.2.4 Raising of the Vehicle Body

The raising process must not commence as long as a

passenger door is still fully opened. When the reversing
facility of a door is actuated, the raising process should be
aborted.

The System Configuration

ECAS is of a modular design, thus permitting different

types of vehicles to be fitted. The selection of the system
components to be used is determined by the system
requirements.
In the simplest version for buses, only one axle is fitted
with ECAS air suspension, with two height sensors
monitoring the height of the superstructure. This system is
used, for instance, on trailing units of articulated buses.
The supporting bellows of a double axle can be connected
for this purpose.
If, however, the body is to be kept in parallel to the axle
even if the load is distributed unevenly, height sensors
have to be provided on both sides, and the supporting
bellows of the axle, or double axle, have to be laterally
controlled by different solenoid valves.
A vehicle with full air suspension is fitted with three
height sensors. For this purpose, for instance, the front
axle will have one and the rear axle two height sensors.
The use of four sensors on a vehicle is not permissible
since this would result in static over definition (3 point
control).
The two bellows of the axle which has only one height
sensor are connected by means of a choke to ensure that
pressures can be balanced. Whilst the vehicle is
negotiating corners, however, this choke prevents rapid
pressure compensation. Thus any release of pressure in the
bellows on the opposite side to the direction the corner
takes is prevented to reduce the angle of the vehicle
against the direction of the corner.
On articulated buses, the axle of the trailing unit has two
additional height sensors and its own electronic control
unit.
For different system configurations, i. e. circuit diagrams
and part numbers, please refer to the Appendix.

Test Connections

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 AIR SYSTEM
The supporting bellows should have test connections
fitted.
This ensures that not only the actuating pressure for the
load-sensing valve can be measured when testing the
braking system.
In addition, these test connections permit filling of the
supporting bellows in the event of a defect in the air
suspension system. A tyre inflation hose is used for this
purpose so that it is possible in almost any circumstances
to drive the vehicle to the workshop.

If the indicating lamps come on, this means:

 That the level is not the current normal level.

 That the lamps are being tested after the ignition is
switched on.
 Errors detected trigger different reactions, depending
on the type of fault.
 The indicating lamp comes on in the event of a slight
defect.
 The indicating lamp comes on if the power supply is
insufficient (between 5 and 18 volts).
 The indicating lamp comes on and the system is
switched off temporarily in the event of plausibility
errors.
 The indicating lamp flashes and the system is switched
off in the event of serious defects, and in the
diagnostic mode.

The Safety Concept

To monitor the system for proper operation, the ECU

checks the majority of electrical connections to the
individual components at certain intervals and compares
the voltage and resistance values with index values.

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 AIR SYSTEM
These checks are not possible at entry points of switches
such as, for instance, that of the switch for Normal Level
II.
In addition the signals from the sensors and the vehicle's
behaviour are checked for plausibility.
For example, if a level remains unchanged in spite of one
supporting bellows having been pressurised, this is not
plausible and is considered to represent an error.
The driver is alerted to errors via a failure lamp on the
dashboard. Depending on the gravity of that error, that
lamp will stay on (insignificant defect) or flash (serious
defect).
A second lamp, the so-called indicator lamp, indicates to
the driver that the current level is not identical with the
normal level.
When the ignition is switched on, these lamps come on for
two seconds to inform the driver that they are working.

Insignificant defects which are easy to identify and do

not cause the system to be deactivated

The following defects in the system permit the system to

continue to operate, although with some restrictions, so
that the vehicle does not have to be taken out of operation
immediately:
 failure of one height sensor if the same axle has
another height sensor fitted.
 Failure of the speed signal, the safety strip, or the
pressure sensor
 Error in the WABCO data stored in the ECU

The system will react as follows:

 The failure lamp will come on.

 The error is stored in the non-volatile memory of the
ECU.

The system continues to operate but may not operate to its

full extent. Once the defect has been rectified, the system
will continue to work normally.

Defects which cause the system to be deactivated

temporarily

This happens if, within 30 seconds of a control process

being commenced, the system shows no reaction. The
cause can be one of the following types of defects;

 The solenoid valve does not pressurise the air bellows.

 The solenoid valve does not reduce the pressure the air
bellows.
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 AIR SYSTEM
 The solenoid valve remains in its pressurising or
pressure in releasing position although the control
process has been completed.
 A defect in the supply of compressed air
 Rupture of the air bellows
 Blocked or kinked lines.

Because of the absence of sensors on the solenoid valve's

exit or entry points the ECU cannot measure any defects.
All it can do is conclude that there is an err present on the
basis of the feedback from the height sensors which
deviates from the plausible reaction. The fact that the level
does not change in spite of the air suspension bellows
being pressurised can also be due to insufficient supply
pressure. in order to preclude this type of defect if
possible, the ECU will suppress its error message for a
certain length of time after the ignition is switched on in
order to allow the vehicle's compressor sufficient time to
build up pressure.

System reactions in the event of plausibility errors:

 The failure lamp comes on.

 The error is stored in the ECU's non-volatile memory.
 The control process is aborted and the automatic level
adjustment is switched off.

Short-term defects in operation or errors which merely

seem to exist can be "rectified" by switching off the
ignition and switching it on again, or by pressing the
raise/lower key. If the error does not occur again the
system can be activated as usual although the error will
have been recorded in the ECU's memory.

Serious defects which are easy to identify, causing the

system to be shut off permanently

These defects include those which would cause a

significant operating risk:
 an error in the programme of the ECU (ROM module).
 a defective memory location in the ECU's main
memory (RAM).
 parameter error; the proof total of the parameter values
has changed, or the parameters have not been set in the
ECU.
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 AIR SYSTEM
 calibration error; the proof total has changed, or the
calibration position is not permissible.
 interrupt or short circuit in a solenoid valve or a wire
leading up to the solenoid valve.
 failure of all height sensors on one axle.
 electrical fault in a solenoid valve, the starting
inhibitor or door release (provided error monitoring
has been provided by setting the relevant parameters).

System reaction to serious defects:

 flashing failure lamp,

 storage of the defect in the ECU's non-volatile memory
 automatic shut-down of the whole of the system.

The system remains inoperable even when the ignition is

switched off and on until the defect has been rectified. it
may, however, still be possible to adjust the level by using
the operating switch for emergency operation.

Reaction of the system to intermittent contact

Temporary defects caused by intermittent contact will

cause an error to be indicated, or the system to be switched
off, only as long as the defect persists. For this it is
irrelevant whether it is an insignificant or a serious defect.
The error will, however, be stored in the error memory to
permit the tottering contact to be located when repair work
is subsequently performed.

Defects not perceived by the ECU

If the filament of an indicating lamp burns out, this is not

perceived by the ECU. in this case it is up to the driver to
check the lamps when he switches on the ignition.
As mentioned previously, the ECU cannot check the
operation of the switches and push-buttons. On the other
hand, the failure of the operating switches usually does not
represent a major hazard since the person operating it will
notice immediately.
What can cause more serious problems is if the bent
linkage of a height sensor goes unnoticed since this will
cause either a wrong normal level or even different near
side and offside levels.
Defects of this kind can be located only in a close
inspection of the system and may require re-calibration of
the vehicle once the defect has been rectified.

Criteria causing the indicating lamps to come on;

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Indicator lamp yellow Failure lamp red

On permanently For two seconds after ignition is switched on.

This is when the driver should check the lamps.
He index level is not identical with There is an insignificant
the normal level. defect.
Raising / lowering necessary. This may be the absence of a
speed signal, or it is no longer
possible to fully monitor the
level.
Under voltage
Between 7.5 and 18 volts
Plausibility error
e.g. superstructure does not
rise although solenoid valve
has been energised.
Flushing The safety strip (pavement sensing device) has been activated
(indicator and failure lamps flash alternately 2 / second
Insufficient supply pressure There is a serious defect.
The level can not be
monitored or controlled.
Defective safety strip ECU is in service mode.
(2 flashes / second, failure lamp on
permanently)

Description of operation

A Height Sensor will continuously monitor the vehicle's

height and sent its readings to the ECU. In the event of the
ECU finding that the normal level is not being maintained,
a solenoid valve is activated in such a way that, by
pressurising or venting, the level is adjusted accordingly.

Below a pre-defined speed (and when vehicle is

stationary), the RCU can be used to change the index level
(useful for loading -ramp operation).

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Main components of the system;

1. Solenoid valve
9. Sensor
19. Air tank
22. Draining valve
31. Air tank
33. Air tank
48. Rear air bellows
51. Front air bellows

Circuit diagram of basic system

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1. Electronic control unit (ECU)

2. Remote control unit (RCU)
3. Height sensor
4. Solenoid valve
5. Air bellows

Electronic control unit (ECU)

General

Electronic control unit is the heart of the system and is

connected with the individual components on the motor
vehicle by means of poles plug-in terminal.
Together with a plug-in terminal for connecting the ECAS
ECU to the other components, the ECU is mounted on the
body in a protective housing. This protective housing is
similar to that of the ABS VARIO-C system. The ECU
can be used for implementing a large number of system
configurations. The plug in terminal has a connector for
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 AIR SYSTEM
every height sensor, pressure sensor and solenoid valve.
Depending on the system used, parts of the terminal may
not be used.
As in the ABS system, the cables are fed through glands in
the lower part of the housing. To facilities the allocation of
the individual cables to the plugs, bands are taped around
the cables.

Operation

The ECU contains a microprocessor, which process digital

signals only. A memory managing the data is connected to
this processor. The outlets to the solenoid valves and to
the indicator lamp are switched via driver modules.

The ECU is responsible for;

 Constantly monitoring the incoming signals,
 Converting these signals into counts,
 Comparing these values (actual values) to the values
stored (index values),
 Computing the required controlling reaction in the
event of any deviation,
 Actuating the solenoid valves.

Furthermore, the ECU is responsible for;

 Managing and storing the various index values
(normal levels, memory, etc.),
 Data exchange with the RCU and the Diagnostic
controller,
 Regularly monitoring the function of all system
components,
 Monitoring the axle loads (in systems with pressure
sensors),
 Plausibility testing of the signals received (for error
detection),
 Error recovery.

In order to ensure rapid control reaction to any changes in

actual values, the microprocessor processes a fixed
program in cycles of some miliseconds, with one program
cycle covering all of he above tasks.
This program can not be modified and is fixed in a
program module (ROM). However, it will use values
stored in a freely programmable memory. These values,
the parameters, effect the computing processes and thus
the ECU's controlling reactions. They are used to
communicate to the computing program the calibrating
positions, the system configuration and the other pre-set
values concerning the vehicle and functions.

Removing
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1. Unplug the cable connected socked from the ECU.

2. Remove the screws, which is connected the ECU
to the body and take ECU.

Installing

Follow removing procedures in the reverse order.

ECAS Solenoid valves

General

Special solenoid valve blocks have been developed for the

ECAS system. By combining several solenoid valves in
one compact block, both space and installation time are
kept to a minimum.

The solenoid valves are actuated by the ECU as the

control elements; they convert the voltage present into a
pressurising or venting process, i.e. they increase, reduce
or maintain the air volume in the bellows.

In order to achieve a large throughput of air, pilot valves

are used. The solenoids initially actuate those valves with
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 AIR SYSTEM
a small nominal width, and their control pressure is then
passed to the piston surface of the actual switching valves.

Solenoid valves are based on a modular principle:

Depending on the application, the same housing is used to
accommodate different parts of valves and solenoids.

Valve for the axle with two height sensors

The solenoid valve shown in the illustrations below has 6.4 6.1 6.2 6.3
three solenoids. One solenoid (6.1) controls a central
breather valve (also known as a central 3/2 directional
control valve), the others control the connection between
the two air bellows (2/2 directional control valves) and
central breather valve.
This valve can be used for establishing what is known as
2-point control in which both height sensors on both sides
of the axle separately control the level of both sides of the
vehicle so that the body is kept horizontal even the load is
not evenly distributed.

Design of the valve

Solenoid 6.1 actuates a pilot valve (1), and the actuating

pressure from this valve flows through hole (2) and acts on
piston valve (3) of the breather valve. The pilot valve
receives its pressure via port 11 (supply) and connecting
hole (4). This drawing shows the breather valve in its
venting position in which air from chamber (5) can flow to
port 3 via the hole of the piston valve.
As solenoid 6.1 is energised, piston valve (3) is pushed
downwards, initially causing valve plate (6) to close the
hole of the piston valve. The valve plate is then pushed off
its seat (hence the name seat valve) and supply pressure
can flow into chamber (5).
The other two valves connect the air suspension bellows
with chamber (5). Depending on which solenoids (6.2 or
6.3) are energised, piston valves (9 or 10) are pressurised
via holes (7 or 8), opening valve plates (11 or 12) to ports
22 and 23.
A solenoid valve for control of the other axle can be fitted
to port 21.

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Valve for an axle with one height sensor

This valve is similar to the valve described above but it

contains fewer parts.

Since port 14 is connected to port 21 of the valve

described above, no breather valve is needed and only one
pilot valve (1) is used. The piston valves (3) of both air
suspension bellows valves are pressurised via two
connecting holes (2) so that each pressurising or venting
process is effected evenly for both bellows via chamber
(5).

If the solenoid is not energised, the valves are closed, as

shown in the illustration. At this time, the only connection
between the bellows is the lateral choke (7), through
which any difference in pressures can gradually be
compensated.
The valve is connected to the air supply via port 12. This
port is needed merely to permit the pilot valve to displace
the piston valve.

Valve for the bus with a kneeling function

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The two valves shown above cannot be used if the vehicle
is to perform a kneeling motion to one side.
To lower one side, the valve of the axle with one height
sensor (1 HSA) must be capable of actuating the bellows
separately, i.e. it requires a pilot valve with a magnet for
each of the 2/2 directional control valves.
To prevent air being exchanged between the bellows
during the kneeling process, the passage via the lateral
choke needs to be closed.
The valve in this illustration consists of a combination of
the two valves shown previously but also covering the
functions listed above, all combined in one block.
in the rear valve section, the valve shown previously is
laid out for the 2 HSA. in front of that is the valve for the
1 HSA with the switch able lateral choke, whose solenoids
are clearly visible in the illustration at the bottom in front
of the valve ports.

The schematic shows the two valve sections next to each

other.

On the left hand side of the illustration you can see the
valve for the 2 HSA. The right hand portion controls the 1
HSA, with both bellows (at ports 26 and 27) being
controlled by separate solenoids. The connection via
lateral choke (1) can be switched off via solenoid 63.1.

The valve's connection diagram is shown in the

illustration.

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62.1 62.4 63.1 63.2 63.4 62.3 62.2 61.3 61.2 61.1 61.4

Removing

Remove the cable connected socket.

Remove the air inlet and outlet hoses and pipes.

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 AIR SYSTEM

Remove the screws, which is connected the solenoid valve

to the bracket.

Installing

Follow removing procedures in the reverse order.

The Height Sensor

General

From the outside, the height sensor looks similar to

WABCO's conventional levelling valve which means that
It can often be fitted in the same location on the vehicle
frame (the pattern of the two upper mounting bores is
similar to that of the levelling valve).

Operation

The sensor housing contains a coil in which an armature is

moved up and down. Via a connecting rod, the armature is

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 AIR SYSTEM
connected to a cam on the lever's shaft. The lever is
connected to the vehicle axle.

As the distance between the superstructure and the axle

changes, the lever is turned, causing the armature to move
into or out of the coil. This changes the coil's inductance.

This inductance is being measured by the electronic

control unit at short intervals and converted into a height
signal.

Removing

1. Drain the system air.

2. Remove the air inlet and outlet hoses.
3. Remove the nut, which is connected the adjustment
rod to the axle.
4. Remove the screws, which is connected the height
sensor to the body and take it.

Installing

Follow removing procedures in the reverse order.

Important for installation

The height sensor's measuring range is between +43° and

-40° around its neutral position. To ensure that eve a slight
change in height causes a change in the sense signal, the
angle should be utilised as widely as possible (high
resolution of travel).
The maximum turning range of the lever (± 50°) must not
be exceeded.
The lever can be fitted in parallel or at an angle to the axle
of the sensor housing.
For the height sensor to work property it is vital that the
value (counts) into which the electronics converts the
inductance is increased by the superstructure being raised.
in view of this aspect, the following must be taken into
account:

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Before fitting the sensor it is important to determine
whether the lever will be turned clockwise or anti
clockwise as the superstructure of the bus rises. If the
lever is turned anti-clockwise, as shown in the illustration
above, the tin describing the position of the crank pin must
point upwards when the unit is being held in a vertical
position. If the rotary motion is clockwise as the
superstructure rises, the flange is turned in such a way that
the fin points downwards. This is followed by the sensor
and the lever being mounted in the desired position.
The best possible evaluation of a change in height is
achieved if the cam is at right angles to the piston's axis as
shown in the lower illustration. Any change in the lever's
angle wilt then result in the best possible change of
inductance.
It is desirable to allocate this cam position at right angles
to the desired vehicle's normal level because this achieves
the most accurate adherence to the normal level, this being
the main controlling function.
Bending of the lever should be avoided because this might
cause an impermissible torque acting on the can shaft.

Please note:

Because the height sensor operates on inductance, it

cannot be tested using an ohmmeter.
The inductance is evaluated in excess of 50 times a second
by means of a special evaluation circuit in the ECU.
The ECU also performs operation monitoring.

The Pressure Sensor

The pressure sensor is required only for systems with tyre

deflection compensators.
The pressure sensor transmits a voltage which is
proportional to the pressure applied. The measuring range
is between 0 and 10 bar, and a pressure of 16 bar must not
be exceeded.
Via a connecting plug, the signal voltage is transmitted to
the ECU. in addition, the sensor must have a voltage
supply from the ECU via a third conductor.
In addition, the cable form must include a hose or similar
feature to ensure that the housing, which is otherwise
watertight, can breathe.
The pressure sensor must never be connected to the line
between levelling and solenoid valves since this could
result in faulty measurements during pressurising or
venting processes.
If air suspension bellows with two threaded ports as
offered by reputable manufacturers cannot be fitted, a
special connector should be used.

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 AIR SYSTEM
That connector can consist of a T-shaped pipe screw
fitting which has a small tube welded into the pressure
sensor connection. This tube protrudes into the inside of
the air cushion where it pickes up the "abated" bellows
pressure.

AIR BELLOWS

Removing

1. After loosen the wheel nut, lift up the vehicle with jack
and remove the wheel.

2. Remove the cover from the inside the vehicle.

3. After unload the air of the system, remove the pipe and
elbow (45).

4. Remove the nut (46) of the flange.

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 AIR SYSTEM

5. Take out the air bellows (51) and bearing (52).

Installing

3. Install the air bellows (51) and bearing (52).

4. Fit the nut (46) of the flange.
5. Fit the elbow (45) and the air pipe.
6. Ensure that the air bellows (48 and 51) and bearing (49
and 52) is seat by increasing the air system pressure.
7. Fit the cover from the inside the vehicle.
8. Fit the wheel and lift down the vehicle from jack.

AIR TANK

There are three air tubes in the air suspension system,

these are installed under the body. Air tanks have water
drain valves. These valves are used to drain the water that
is accumulated in the air tube daily.

Component for diagnosis

ECAS Bus - A

1. Diagnostic Controller
2. Programmed Card Bus-A
3. Measuring Adapter 35 pins
4. Multimeter cable black
5. Multimeter cable red
6. Connection adapter 35 pins or Connection adapter
(universal)
7. Connecting cable (ISO 9141)

The Diagnostic Controller Set consists of the Diagnostic

Controller and the carrier bag.

Description of connections
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 AIR SYSTEM

Vehicle with central diagnostic socket in accordance with

ISO 9141
The pin assignments of the diagnostic socket on the
vehicle must correspond to ISO 9141 as shown below. To
commence diagnosis, plug the connecting cable into the
ISO socket on the vehicle.

Assignments of diagnostic socket:

1 battery plus - terminal 30

2 battery minus - terminal 31
8 diagnosis K wire
10 diagnosis L line

Vehicle with no central diagnostic socket in accordance 1

with ISO 9141 2

If the vehicle does not have an ISO 9141 diagnostic

socket, the Diagnostic Controller can be connected by
using the connecting adapter (accessories). With the
ignition off, plug the connecting adapter between vehicle
wiring and electronic control unit.

1. ECAS - ECU
2. Connecting adapter

After diagnosis, the connecting adapter must be

removed!

The connecting adapter ensures the pin assignment of the

DB-9 plug "Diagnostic Input" on the front of the
Diagnostic Controller as follows:

1. battery plus - terminal 30

2. battery minus - terminal 31
8. diagnosis K wire
9. diagnosis L line

Push the 9-pin plug of the connecting cable or of the

connecting adapter into the Diagnostic Controller. This
establishes both the diagnostic connection and the
necessary voltage supply. The display will show black
bars.

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 AIR SYSTEM
The red flip switch on the connecting adapter must be
in position "1" to establish the voltage supply for the
ECU.

Now push the programme card into the slot provided.

Make sure that the card's contacts are on top.

Depending on the programme card used, the following (or

similar) will appear in the display.

ECAS BUS - A
Version 1.00 (English)

The first display shows the system and the version used (e.
g. 1.00). Push the key on the right hand side.

Operating the Diagnostic Controller

The Diagnostic Controller is operated by means of three

keys on its front, or by using an external keyboard. The
keys functions depend on the respective display
instruction above those keys.

1 Diagnosis 4 Multimeter
2 Read-only data 5 Options
3 Delete error 6 Special Functions
Select Function! RETURN  PROCEED

Display instructions
(Function)
Operation keys

Key..........................Function
START....................Starting the programme.
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 AIR SYSTEM
RETURN.................The display will return to the previous
menu or programme item.
..............................Selection of an item from the menu.
Every time the key is pressed, e new
menu item will be suggested. The
menu item selected will flash.
PROCEED .............The menu item selected previously is
activated or actuated.
ABORT...................in the event of an error the function
car be aborted.

Operating the external keyboard 446 300 328 0

The external keyboard permits you to enter numerical

values. For the programme cards described in these
operating instructions, an external keyboard is not
required.

Only the keys marked have functions allocated to them.

E
N
T
E
0
The keys . R
can be used for the 3
operating keys on the Diagnostic Controller.

Exception: If numerical values have to be entered while

the programme is running, this function does not apply.

0 1 9
The numeric keyboard ........ can be used
to either enter numerical values (e. g. ISO address) or to
select the numbered items from the main menu.
E
N
T
E
R
By pressing the menu item displayed will be
activated. This key is available in parallel to the
"PROCEED" key on the Controller.

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 AIR SYSTEM
By pressing you return to the last main menu
display.

If a sequence of data is being displayed (e. g. parameters,

functional test, calibration data), you can return to the last
display by press in
*

Information on the ISO addresses pre-set or used:

The ISO addresses are defined in ISO 9141. These
addresses are as follows:

Address Electronics
01-07 engine
08 ABS towing vehicle
10 ABS trailer
16 ECAS towing vehicle
17 ECAS articulated bus trailing unit
18 ECAS trailer
19 ECAS articulated bus trailing unit
20 EPS gears
33-35 air conditioning load
36-40 displays/instruments
41 central driver information
46 air conditioning unit driver's cab ATC
63 air injection
112 cruise control
This list may be incomplete.

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